Jaguar I-Pace Sheds Body Parts, Some Camo

One of the prototypes was missing some of its body panels.

Introduced a little over a year ago as a concept during the Los Angeles Auto Show, the Jaguar I-Pace has been caught by the spy camera once again undergoing final testing. A total of three near-production prototypes have been spotted up close, but only the one with the license plate ending in “NUH” has managed to grab our attention.

Not only is it missing the front grille, but it also lacks the cap on the front fender where the charging port is located. In addition, the handle belonging to the driver’s door is also MIA, while the rear end is plastered with a lot of black duct tape. It’s there either to hold the camouflage in place or to conceal something that Jaguar doesn’t want us to see. We’re leaning towards the former considering that particular I-Pace isn’t in the best condition as the camouflage appears to be peeling off to reveal small sections of the production body.

Jaguar I-Pace

There’s not much of a mystery regarding the exterior design as it will remain pretty much faithful to the namesake concept. It should be a similar story with the interior cabin, which Motor 1’s spies managed to grab on camera back in August.

Not only will the appearance stay pretty much the same, but also the technical specifications. It means motivation will be provided by two electric motors developing a combined output of around 400 horsepower and 516 pound-feet (700 Newton-meters) of instant torque. The production-ready Jaguar I-Pace will have all-wheel drive and is expected to use a large battery pack with a capacity of 90 kWh for the range-topping version, good for 220 miles (354 kilometers) on the EPA test cycle or 310 miles (500 km) in Europe’s New European Driving Cycle. Needless to say, all of these numbers might change on the production model.

12 responses to "Jaguar I-Pace Sheds Body Parts, Some Camo"

What I find surprising is the somewhat limited range. 220 miles on a 90 kWh battery? The Model 3 should have the same range using a sub-60 kWh battery. Is this car YUGE or is their first resin attempt inefficient? My experience with a Gen 1 and Gen 2 Volt is that the Gen 2 is about 20% more efficient, so it makes me wonder if first generation EVs from most of the manufacturers will suffer the same fate.

The production body has already been revealed (apart from the rear wing), as the eTrophy is a “production car” race series. So we do know it will look all but identical to the concept.
Also I think one of the test drivers said the car will do over 270 miles on a charge.
So a reasonable (not great) range from 90 kWh.

Bolt EV range for $70,000… Yet range isn’t the only metric we use in comparing cars, unless you’re one of those who insist on comparing LEAF with Model 3 and Volt. 🙂

I-Pace loses in the name department, as the E-Pace is a small GAS-POWERED crossover. Seems those who name models over at Jaguar struggle in naming their EVs as much as those at GM who named the B-olt.

Surely the I-Pace is in a different league than the Bolt EV in terms of price, size, luxury appointments, all wheel drive and performance,

But 220 miles range with a 90kwh pack isn’t impressive. Jaguar spent so much time on 0-60 times vs. the Model X, they seem to lose sight of the most important aspect of an EV – RANGE! Crossovers intrinsically have more mass than a sedan and their form factor moves more air.

Comparison junkies will want to compare the I-Pace with the Model 3. Again, comparing a more expensive CUV with a sedan. Do auto publications have a shootout between the BMW X5 vs a 5 Series? Never! But EV fans do!

So the 1st “Model X Killer” out of the gate has more in common with the Model 3 sedan. The X is a 3 row crossover with a capacious front trunk.

This makes MSRP all important in a buyer’s choice between Model 3 and the Jaguar. A SUV vs. a sedan. Equip the M3 with AWD and the price may be within spittin’ distance.

Nationalism aside (surely some Americans will buy a 3 because it is Made In USA, and Brits vice versa), one has a hatchback and better cargo versatility, the other better efficiency due to weight and body type. One has a worldwide charging infrastructure and the other does not.

So there you have it. Until Model Y arrives, which may be 4 years off, the way Tesla is going, you have an American sedan vs. expensive European 200 mile EV crossovers shaping up as the battle of $60-75,000 EVs.

“Comparison junkies will want to compare the I-Pace with the Model 3. Again, comparing a more expensive CUV with a sedan”

Just curious as to what you think a Model 3 with long range battery pack, dual motors and premium pack will cost.
I think you’ll be surprised at how close the Model 3 and I-Pace are.
Also the 220 mile range is over 270 miles in recent discussions with test drivers.

They are in talks to Tesla about using their dedicated SuC network, might be the reason why those panels are missing. In order to save more money in design, it might be possible, that I-pace might need to be parked nose in, when charging, at the SuC. It would be pretty cheap to move wiring from fender to the frontal area, instead of redisigning all cabling and use charging port in the back of the vehicle